Raiolway car



May 26, 1936.

E. G. HALLQUIST ET AL RAILWAY CAR Filed May 19, 1953 7 Sheets Sheet 1 //7ve/7/ 0rs f/na/ 6. Hal/yams) Leonard 10.55 er May 26, 1936.

E. G. HALLQUlST ET AL RAILWAY CAR Filed May 19, 1933 '7 Sheets-Sheet 2 y 1936- E. G. HALLQUIST ET AL 2,042,151

RAILWAY CAR Filed May 19, 1953 7 Sheets-Sheet 3 y 1936- E. G. HALLQUIST ET AL 2,151

RAILWAY CAR Filed May 19, 1933 lave/#0115 f Q m d 0 A M y 1936- E. G. HALLQUIST ET AL RAILWAY CAR Filed May 19, 1935 7 Sheets-Sheet 5 V% u m 4 A May 26, 1936. E. s. HALLQUIST ET AL 2,042,151

RAILWAY CAR 1 Filed May 19, 1955 7 Sheets-Sheet e y 26, 1936- E. G. HALLQL'JIST ET AL I 2,042,151

RAILWAY CAR Filed May 19, 1933 7 Sheets-Sheet 7 //7 venfor E/ndr 6. flay/4057 A eoflard W55 er N T D STATES PATENToFFicE-Yf Patented May 26, 1936 RAILwAroAa Einar G. Hallquist, Wallingford, Pa., and Leonard Visser, Granite City, 111., 'assignors'to General Steel Castings Corporation, Granite City, 111., a corporation of Delaware Application Ma ra, 1933, Serial No. 671,854

17 Claims. (01.105-251) H y H p y The invention relates to railway rolling stock Figure 10 is a vertical longitudinal section and Y and more particularly to hopper cars, and consists in a novel hopper and hopper door construction including associated c'ar underfram'e parts and accessories.

One of theobjects of the inventionis to provide a hopper car construction approaching the maximum capacity possible for such cars, but at thesame time arranged to discharge. the 'carload between the rails or-outside of the'rails; as

. desired.

Another object of theinvention is to provide hoppers having sides and discharge openings of greater length than are usually provided without detracting from the rigidity of the underframe and without making the underframe sills and hopper walls of substantially heavierconstruction .than ordinarily required.

Another object of one form. of the invention is to provide a simple, eiiective door operating mechanism which eliminates winding shafts,

chains, rat chets, etc., and includes simple, rugged parts formed integrally withthe doorand-hop- These and other detailed objects as willbe referred to'later are attained by the structures illustrated in the accompanying drawings, in which-- i w I f a Theleft hand portion of Figure 1 is a top view of the car underframaandthe right hand'portion is a top view of the car body.

Figure 2 is in part a side elevation and in part a longitudinal vertical section andis taken .on the line 2-2 of Figure 1. 1

Figure 3 is a vertical transverse section'drawn on an enlarged scale and taken on theline 3-3 of Figure 1.

Figures is a detail transverse section through the hopper'door structure showing the same in hopper closing position.

Figure 5 illustrates the same door structurein I position to discharge the hopperload towards the left. 1

'5 Figure 6 illustrates the same door structure: in position to discharge the hopper load to the right.

Figure 7 is a longitudinal vertical section through one of the hoppers as'indicated in Fig.-

the door structure in Figure 9 is a top view of a hopper portion or a modified form or the invention..

side view takenonthe line Ill-l0 of Figure 9.

- Figures 11 andv 12 are "vertical transverse sections taken on the corresponding section lines of Figure 9.

I Figure 13- is a detailed top wet: illustrating dooroperating mechanism. i Figure 14 is a transverse door illustrating the same mechanism. Figure '15 is a longitudinal section through the door't'aken on the line l5-l5 of Figureil l.

section through the Figure 16 is a section inclined slightly to the horizontal and taken on the line i 6-16 of Fig- Figure 17 is a side view, and Figure l8-is a top view. and Figure 19 is an end view 01 one of the doors only.

Figures 20;21 and 22 are transverse sections through 'modified constructions illustrating. .dif

ferent center sill arrangements and, in Figure 20, illustrating a 'difl'erent door arrangement. 1

In the'constructi'on shown in Figures 1 to 8, inclusive, the underframe comprises a box sec- 'tion center sill having side walls I, a bottom wall '2, and a convex top wall 3; and including out wardly and downwardly-inclined webs l forming theinner sides of the-hoppers.- Depending from andinwardly inclined webs 8 forming the hop per outer sides. The sidesillandliopper' side structure 1- -8 include depending brackets 9am ill for mounting door'op'erating mechanism.

The underframe includes bolsters ll bywhich the car body is mounted uponthe tr'uckindicatec'i 'by the wheels [2. Intermediate the bolsters is a central transom-like structure including spaces vertical 'webs l3 and aninverted V-shaped top plate M. Between thestructuretli-M and each bolster isga web l5 havinga vertical portion and an inclined portion. Webs 13, it and'lti form the ends oi the hoppers and also"transverse transoms of the underi'rame structure. Prefer-'- ably, all of the parts referred tolabove are cast strength for a given amount ofmaterial is pos sible and 'theflaborand material required for assembling separately formed parts is eliminated and the necessity of irequent inspection'and tighteningin order tomaintain the rigidity oi. the structure is avoided; p

The construction described, when applied to integrally with each other whereby-maximum a car having the outside dimensions common to large capacity railway hopper cars, provides for narrower center and side sills than previous constructions, and produces four hoppers of substantially greater area at the top than the usual hoppers and each having a large opening at the bottom of a length substantially greater than its width.

To reinforce the underframing in view of the large hoppers, there are provided transverse ties each having an inverted V-like top member I! extending substantially from side sill'to side-sill .and merging withthe webs 3 and 5.;Each tie a also includes a vertical web l8 merging with the center sill webs l and with the hopper walls 4 and 8. Vertical webs l8 arereinforced by suite able ribs l9.

Triangular braces 29 are located in the angle formed by ties and the, sides 2| of the car superstructure and, preferably, are welded tov these parts. These bracesextend from near thetop of the car sides to points on the ties l1-l8 near the center sill structure and cooperate with the remainder of the underframestructure to rigidify the underframe and contribute towards hoppers that will maintain their contour notwithstanding the large area oftheir dischargeopenings. 3 Each door structureconsistsof two sections 22 and 23. Each section 22 extends between the transverse webs l3 -and. l5, while section 23' extends just beyond elements l3 and i5. Integral lugs 24 and 25 on door sections 22 and 23, re: spectively, aline with corresponding lugs 25 provided on webs l3 and I5, and'pins' 21 extending through lugs 24, 25 and 26 form pivots for the adjacent edges of the door sections. The unpivoted edges of the door. sections are raised and lowered by means of chains or cables, indicated section.

at 28, passing over sheaves 29 and, wound on drums 30 by any familianshaft and crank or ratchet arrangement. I

As best shown in Figures 3 to -6, the door sections may be manipulated to discharge their load outwardly or inwardly of the rails. To seal the two-part door structure against lossof material .when the hopper openings are closed the two door sections cooperate to form an efiective joint. The lower edge of section 22is curved, as,at 32. aboutthe pivot axis and the bodyfof section 23 meets the flat portion of section 22 before the curving of the latter starts. Aflange 33 on the lower edge of door section 23 overlies the curved clined surface over which the load may pass irrespective of the arrangement of doors for dumping eitherinslde or outside of therail.

The general arrangement of the underframe and hopper sides in the modification shown in Figures '9 to 19is the same as that previously described, but the door construction and assembly and operating arrangementv differs from that described above; Each door includes .a convexly arched top plate 40, curved about an axis coinciding .with the door pivot 4|, and side plates 42 dependfrom the outer edges of top plate 40 and converge towards a point substantially below the tion or to closed position. I I An'arcuate reinforcing flange 59 rigidifies the levelof the door pivots. The door may be tilted in either direction from the hopper closing position shown in Figure 11 to a position in which one of the side plates forms a continuation of the hopper inner side 43, or to a position in which 5 the other side plate 42 forms a continuation of 'the hop'per outer side 44..- The underframe transom 45 has an offset depending triangular extension' 46 terminating in the bearing 41 for one of the door mounting pivots 4|. 1o A vertical web 48 depends from the inclined end wall 49 at the-other end of the hopper and includes a similartriangular extension 50 terminating in .a bearing 5| for the other door pivot pin 4|; The intermediate tie 52 has a lower por- 15 tion terminating in an arcuate section 53 for. accommodating the arched top plate of the door. j The outer'end wall 39 of each door (Figures l6- l9) is provided with extensions 39a projecting'at each side beyond sides 42"a'nd having an 20 integralgear or rack 54 and the vertical web 48- has enlarged portions 55' for journaling'a shaft 55' for the worm 51 which meshes with the 1 gear 54 whereby the door may beoscillated in.

' either direction'to open to either dumping posi- 25' end ofthe door and protects the teeth of gear 54,'an'd the ends of this flange are turned inwardly, as at 59, to form stops for abutting a lug 50 on the web 481 to limit the movement of the door. The lowermost portion of wall 49 is offset, as indicated at B I, to accommodate the end of the door similarly to the offsetting of projection 45 on the center transom. The stops 59 are spaced 35 substantially sidewardly of the door side .walls42 so that the door will be in'the full open position when either stop 59 engages the center stop 50 (seeright hand side of Figure 11).

. By pasting the door top plate, side plates,- pivot 40 1 bearings, and gear teeth as a unit, and by casting the hopper end "wall 49','web 4s, 'bearings55 and lug 69 as a unit, the structure is simplified and made veryrugged so as to adequately withstand'the forces incident to the rough handling 45 of heavy, material which characterizes-the use of cars of this type. As previously indicated, as-

sembling and maintenance costs" are minimized.

' Figure 20 illustrates a modified structure'in' which the center sill comprises a main vertical 50 web 55 havingaheavy bottom flange 55 extending on both-sides thereof and also having a top flange or flanges 51 extending downwardly'and outwardly in opposite directions from the longitudinal center line of the car and forming the 55 hopper inner sides. Flanges 51 are thickened where they merge with the vertical web 55 and thus provide adequate sill'strength without neces-" sitating a joint in the hopper side or a heavier hopper side plate. Suitable transverse web s 54 60 brace the remainder of the sill and hopper side structure. 'The topplate 59 of the door corresponds to the top plate of the door shown in Figure 11,;but

the door side plates 59 merge-with each other 3 immediately below the .dooraxis 10 and a downwardlyprojecting flange 'll forms a hopper extension deiiector which serves to cIearthe rail, when the contents of the hopper are discharged, irrespective of the directionvof the discharge.

' In the modification illustrated in Figure 2l, the centersill proper 12 corresponds to that shownin v Figures3 and 11, but the hopper sides 13 extend." downwardly and outwardly from the arcuate'top wall 14 of the center sill instead of from the lower corners of the latter. This permits the door to be located a greater distance from the rail than is practical with the box section center sill and hopper sides previously described. Transverse ribs 19 brace the hopper sides from the center sill. Figure 22 illustrates a modification embodying a substantially triangular shaped center sill 15 having upwardly and inwardly inclined side webs l6 merging in an arcuate section 11 and with the hopper inner sides '18 extending outwardly and downwardly from the lower corners of the sill.

Each of the forms of the center sill structure illustrated possesses certain advantages which may be of relative importance according to the requirements of the capacity and service demanded of the car, but all of the structures described are adapted to attain the main objects of the invention set forth in the introductory portion of the specification. Various other modifications and details of the sill, hopper wall, and door construction may be made without departing from the spirit of the invention and the exclusive use of all such modifications is contemplated.

What is claimed is:

1. In a hopper car metal underframe, a center sill and a side sill, transverse framing members therebetween, said sills having integral elements inclined downwardly therefrom and forming the sides of a hopper, and an upright web forming a tie above the hopper discharge opening intermediate its ends and merging with said elements and having downwardly inclined top flanges.

2. A hopp r car cast metal underframe including center and side framing members, elements inclined downwardly from said center and side framing members and forming hopper sides, elements inclined downwardly from and extending between said center and side framing members and forming hopper ends, and an upright web of substantial depth forming a tie above the hopper discharge opening intermediate said ends and merging with said center and side framing members and with said hopper sides.

3. In a hopper car, an underframe including a center sill, a side sill, and transoms, a superstructure side wall extending up from said side sill, hopper. sides and ends extending downwardly from saidsills and transoms, a tie extending across the hopper opening and between said sills and intermediate said enda'and a brace, between portions of said tie and said wall spaced substantially from said side sill.

4. In a hopper car, a cast metal underframe including a center sill and a side sill, inclined hopper sides extending downwardly from said sills, inclined hopper ends extending between said sills and merging with the latter and with said hopper sides, a superstructure side wall extending upwardly from said side sill, and a brace intermediate said ends extending between the inner of said hopper sides and the upper portion of said side wall.

5. In a hopper car, an underframe including side and center sill structures and transoms,

superstructure side walls extending up from said' side sill structure, a hopper between said center sill structure and each of said side sill structures and having sides and ends extending downwardly from said sill structures and transoms, a tie inter-. mediate the ends of said hoppers and extending from side to side of the underframe across the hopper openings, and individuaLtriangular braces between said tie and each of said side walls and extending from near the top of said walls to said tie at points near said, center sill structure.

6. A hopper car underframe having a boxshape center sill, the top wall of which'is curved and which continues outwardly and'downwardly from the upper portions of the side webs of the sill to form the inner sloping sides of the hoppers.

'7. A hopper car underframe having a center sill of triangular cross-section with its apex pointing upwardly, and hopper walls merging with the bottom horizontal member thereof.

8. A hopper car underframe having a center sill substantially triangular shaped in cross section, two walls of said sill being inclined upwardly and towards each other, and having an arcuate connection at the top, the other wall of said sill forming a. horizontal member extending between the lower edges of said side walls, and inclined hopper walls merging'with said center sill at the intersection of said side walls and horizontal member; l

9. A hopper car integral center sill structure comprising a single main vertical web and hopper side wall forming webs projecting and tapering in thickness downwardly and outwardly from the upper portion thereof and constructed and arranged to form horizontal force-transmitting parts of the center sill structure.

10. A hopper car center sill integral structure as described in claim 9 which also includesa transverse reinforcing flange on the lower portion of the main vertical web, and a plurality of transverse vertical webs between said web fiange and the webs forming the hopper side walls.

11. A hopper car center sill structure comprising a main vertical web and hopper side forming webs extending downwardly and outwardly from the upper portion of said web and decreasing in thickness from the vertical web outwardly.

12. A hopper car center sill structure as described in claim 11 which also includes a transverse reinforcing flange on the lower portion of the main vertical web, and a plurality of transverse vertical webs between said main vertical web and said hopper side forming webs.

13. A car frame of the character described, comprising a center sill having inclined top surfaces adapted to shed lading therefrom, integrally formed cross ties having inclined top surfaces adapted to shed lading therefrom, and integrally formed inclined walls projecting downwardly and away from said center sills on each side thereof throughout the extent of said center sill which is coextensive with the space between said cross ties, said inclined walls providing slope sheets as portions of hoppers on each side of said inner sill and also providing integral strengthening members for said center sill.

14. A car frame of the character described comprising a center sill having inclined top surfaces adapted to shed lading therefrom, integrally formed cross ties having inclined top surfaces.

1;} and toward said inclined walls or said center sm.

wardly, and downwardly and serving as slope sheets for hoppers on each side of said center sill. i l

16.An integrally formed car frame of the character described, comprising a longitudinally disposed center sill, a pair 01' side sills spaced irom and disposed parallel to saidcenter sill and integrally connected thereto by cross ties, and in tegrally formed members carried by said cross ties disposed in the space between, and extending parallel to said center sill and said side sills, said last members being inclined inwardly and downwardly and serving as slope sheets for vhoppers on each side of said center sill, and inclined wall 15. An integrally formed car frame of the portions integral with said center sill and pro- :lecting downwardly and toward said inclined wail members providing inner slope sheets for said hoppers and strengthening members for said center sill. a V v s 17. An integrally formed car frame otthe character described, comprising a longitudinally disposed center sill, a pair of side sills spaced from and disposed parallel to said center sill'and integrally connected thereto by cross ties, and 10 integrally formed wail members carried bysaid cross ties disposed in the space between, and extending parallel to said center sill andsaid side sills, saidnlast members being inclined inwardly and downwardly, and serving as slope sheetsior l6 hoppers on each side of said center sill, and inclined wall portions integral with said center sill andprojectlng downwardly and toward said inclined wall members providing inner slope sheets for said hoppers and strengthening mem- 20 beta ior-said center sill, said center S111 and cross ties having upper inclined surfaces for shedding ladlng therefrom] v i Y EINAR G. HALIQUIST.

LEONARD VISSER. $5 

